Internal-combustion engine



May 15, 1923. I 1,454,862

J. V. RODERICK I NTERNAL COMBUSTION ENGINE Filed Aug. 25. 1922 Fly. 1 Z

@Hoang- Patented May 15,1923.

JOHN V. RODERICK, 0F AKRON, OHIO.,

INTERNAL-COMBUSTION ENGINE.

Application filed August 25, 1922. Serial No. 584,338.

junction with the carbureters of such engines.

The particular purpose of my invention is to provide a practical auxiliary intake device which may be readily attached to an internal combustion engine, and which is adapted for manual control to change, at will, the character of the mixture from the carbureter and thereby increase the efficiency of said, mixture under varying operating conditions. l i More specically, my invention Vis dil rected toward providing a device of the above designated character which is operable to admit heated air into the intake manifold of the engine without taking such heated air from a source through which it may become contaminated by the gases from the engine, the device being also operable to vary the temperature of the heated air, or to admit cold air if desired, and adapted for use to introduce a priming gas into the intake manifold.

Other objects, such as simplicity of construction and relatively low cost of manufacture, will prentlyjlppear and the nature of my invent-ion will be more fully understood When the following description is read in conjunction with the drawings accompanying and forming a part of this specication. I

In said drawings:

Figure l is a side elevational view of a portion of an internal combustion engine equipped with an attachment constructed in accordance with my invention;

Figure 2 is a vertical sectional view taken on the line 2--2 of Figure 1 and drawn on an enlarged scale;

Figure 3 is a detail view, partly in section and partly in elevation, illustrating a valve forming a part of my invention;

Figure 4 is a view similar to Figure 3, but taken at a right angle thereto; and

Figure 5 is an elevational view illustrating the manner in which my invention may be adapted for operation from the dash hoard of an automobile.

In illustrating my invention, I have shown, conventionally, a type of motor 1, having an exhaust manifold 2, that is spaced somewhat from the cylinder block 3. The intake manifold 4 projects at an angle from the cylinder block 3 and has its lower end curved laterally and provided with a collar The carbureter 6 is usually bolted to the flange 5 of the manifold 4 and is provided` with a Collar 4 similar to the collar 5.

My device is adapted particularly for use with the above described or a similar arrangement of engine parts, but it may readily be modified to adapt it for use With other forms of engines as will presently appear.

rl`he device,- per se, comprises a vertical pipe 8 adapted to be positioned in front of the manifolds '2 and 4 and provided with a portion 9 that is bent laterally and upwardly to form a trap 1() disposed below the end of the intake manifold 4. Above the trap portion 10, the end portionl 9 passes through a sealed opening 11 in a sleeve element 12 which latter is designed to be clamped between the collars 5 of the mani- Vfold 4 and the collar 7 of the carbureter 6.

The sleeve element is provided with laterally projecting diametrically opposite ears 13 having respectively, a vertical slot 14 therein adapted to take over the usual bolts 15 which serve to secure the collars 5 and 7 together. The end portion 9 of the pipe 8 is bent to project into the manifold -4 for a shortI distance, as shown .at 16 in Figure -1 of the drawings, at which point it terminates preferably; in a flared nozzle 17.

The upper end of the pipe 8 communicates with a valve casing 18 that is arranged preferably intermediate the manifolds 2 and 4. Valve casing 18 is provided with a vertical bore 19 which establishes communication be- .tween `pipe 8 and a second pipe 20. Pipe 21 Vterminates in a horizontal portion 22 adapted to parallel and preferably to enga-ge the exhaust manifold 2 for a lshort distance, 1 as shown bv the dotted lines in Figure 1. y

The horizontal portion 22v of the pipe 20 is attached in any suitable manner to the manifold 2, for instance, as indicated at 23 in the drawings. 'Ihe free end of the horizontal portion 22 is preferably bent upwardly and into a second horizontal portion 24 that `lies slightly about the exhaust manifold 2 and terminates in a flared intake nozzle 25.

\ One of the functions of the construction so far described is to admit heated air into the intake manifold 4 in advance of the carbureter 6, the air entering the pipe 20 through the nozzle 25 and being additionally heated in its passage through the horizontal portion 22 of the pipe. In taking air from this source, that is, at a point fairly remote from the engine, and not from the exhaust manifold, as is the usual practice in devices of this character, I avoid introducing gases and other impurities into the intake manifold and thereby contaminating the mixture from the carbureter. Moreover, the heated air, through the manner of projecting the end of the pi e 8 into the manifold and the provision o the flared nozzle 17, is drawn into the intake manifold 4, through the suction of the engine, in such manner that it is thoroughly mixed with the charge drawn from the carbureter and a correctly Vaporized mixture of the proper temperature assured.

The valvecasing 18 is proV/ided with ay core 26 and a combined cold air inlet and of the vehic e.

. A. smaller bore 32 priming cup 34 relatively arranged and constructed as follows:

The valve core 26 is rotatably mounted in the casing and bisects the vertical passage 19 thereof, but the axis of the core is inclined from the horizontal upwardly toward the rear of the engine. A rod 27 is attached to one end of the core and has its free end rotatably mounted in the center of an indicator dial 28 fastened at a point remote from from the en ine, for instance, the dash board Any suitable form of button 29 may be afiixed to the free end of the rod 28, vwhereby it may be actuated to rotate the core 26. and an indicator finger 30 may vbe provided upon the button 29. Suitable characters, suc 1 as shown in Figure 5, may be provided upon the face ofthe dial with whlch the indlcator finger 30`is designed to register to show the position of the core 20. The core 26 is bored transversely to provide a passage 31 that extends diagonally therethrough, but which may be rotated in vertical position to establis communication between the pipe 8 and the pipe 20. @wing to its diagonal disposition relative to the core, however, it may be turned in vertical position to provide for a free passage between said pipes or a restricted passage as desired. is provided in the core, at a right angle to the bore 31, which is ded to register with an upwardly inclined ".34 is secure d air passageway 33, in the valve casing mareas 18, when the core is rotated to 31 with the assageway 19. A priming cup` d) in. the mouth of the cold air passageway 33.

By means of this valve construction, the core 26 may be rotated to position the bore 31 in alignment with the passageway 19 to admit heated air from the pi e 20.into the intake manifold 4, while, at t e same time, the cold air passageway 33 is closed. In thisA position the indicator finger 30 will 'regia ter with the letter H upon the dial 28. If

.it is desired to cool the heated air, the/core 26 may be rotated by means of the button 29 through substantially 180 to align the bore 32 with the passageway 33 in which position the bore 31 will registerwith the passageway 19in the casing. In this position of' the core 26, the indicator finger 30 will register with the letter M upon the dial 28. Likewise in this position of the core 26, a priming fluid vmay be introduced into the passageway 33 and the' trap 10, or, again, the core-may be positioned with the bore 31 transverse to the passageway 19 to cut off the pipe 20 and to admit cold air throu h the passageway 33. In this position, t e indicator finger will register with the letter C. Finally the core may be positioned to cut off both the pipe20 and the passageway 33 from the passageway 19 of the c rossin in which position the linger 30 will register with the letter 0.

It will be noted that when the device is used in priming a cold engine, the ether or gasoline is poured into the cup 34 and colalign the bore drawn directly into the manifold upon crankving of the engine. This is a valuable feature 0f the invention as it provides a supplyof priming fiuid directly at the point where it is needed in starting the engine.

The foregoing attachment will be found to possess marked advantages in improving the mixture attained through the results of ordinary Carburation and in starting engines particularly of the type illustrated in the drawing. Itis easily operated and adjusted and may be expeditiously attached in position without the aid. of a skilled mechanic. Moreover, it comprises relatively few parts and therefore may be produced at small cost to the manufacturer.

What I claim is:

1. The combination with an internal combustion engine having an intake manifold and an exhaust manifold, of an auxiliary air inlet device comprising an upstanding pipe having an upper elbow embracing the top of the exhaust manifold and supporting the pipe thereon, said pipe having a portion lying between the engine and the exhaust manifold and terminating in a forwardly directed inlet portion, the lower end ortion of the pipe having a downwardly irected ias outlet portion entering t e intake manifold,

'and a valve casing included in the dpipe between the two elbows and provide with a valve member, said casing also having. an inlet. port controlled by the valve member.

2. An auxiliary air inlet device for internal combustion en ines, comprising an upright pipe provide t at its lower end with a downwardly directed elbow constituting a trap terminating in an outlet nozzle to enter an intake manifold, said pipe being provided at its upper end'with an upwardly directed elbow constituting a hanger to embrace an exhaust manifold and suppbort the device thereon, there being a pipe portion leading from the hanger elbow and disposed in a substantially horizontal position and terminating in an inlet nozzle, a valve casing included in the pipe and located between the elbows, and a valve member for the casing, said casing having an inlet port communicating with the atmosphere and controlled by the Valve member.

3. An attachment for a 'gas enoine having.

an intake and an exhaust manifdld comprising, an intake pipe adapted to project at one end into the intake manifold said pipe embodying a trap portion, a valve casing at the other end of the pipe embodying a main passageway and an auxiliary passageway l communicating with the atmosphere, a rotary core for said casing having a diagonal bore therein and a second bore arran ed at an angle to said first bore, and a secon pipe connected to the main passageway of said casing said pipe being adapted to hook over the 'exhaust manifold andcomprising a po1 i tiolr adapted to parallel said exhaust man1- 4.' An attachment for a gas engine having an intake and an exhaust ,manifold comprising, an intake pipe adapted to project at one end into the intake manifold, a valve casing at the other end of the pipe having a main vertical passageway and an auxiliary passageway communicating with the atmosphere, a rotary core for the casing arranged at an ang-le to the horizontal said core having a diagonal bore therein, and a second pi e connected to the main passageway of said casing said pipe being adapted to hook over the' exhaust manifold and comprising a portion arranged to `parallel said exhaust manifold in engagement therewith.

5. An attachment 4for a gas engine having an intake and an exhaust manifold comprisbodying a trap portion, a valve casing atthe other end of the pipe having a main vertlcal passageway and an auxiliary passageway i ing, an intake pipe adapted to project at one end into the intake manifold said pipe emeach passageway communicating with the atmosphere, a rotary core common to the passageways and arranged at an angle' to the horizontal said core having a diagonal bore therein, and a second pipe connected to the main passageway of the casing adapted to hook over the exhaust manifold and comprising a portion arranged to parallel the exhaust manifold in engagement therewith.

6. The combination with an internal combustion engine having an intake manifold, an exhaust manifold and a carburetor, of an auxiliaryair inlet -device comprising an upright pipe having an elbow embracing the exhaust manifold and suspending the device therefrom, said elbow terminating in an in- -let portion lying alongside of the exhaust manifold, the lower portionof said pipe having a downwardly directed elbow constituting a trap terminating in an outlet, a sleeve clamped between the carburetor andtheintake manifold, the outlet end' of the trap portion entering the sleeve and communicating with the intake manifold, and a .valve included in the pipe and located between the elbows thereof, saidf-valve having an inlet port communicating with the atmosphere.

7. An auxiliary air inlet device for internal combustion engines comprising an uprightwpipe providedwith an upper elbow portion constituting a hanger to embrace an exhaust. manifold, said elbow portion terminating in an air inlet, said pipe being provided at its lowerv end with a downwardly directed elbow portion constituting a trap terminating in an outlet nozzle, a sleeve to be interposed between acarburetor and an intake manifold, the outlet nozzle entering the sleeve, and a Valve includedV in the pipe and located between the elbows, said Valve also f being provided with an inlet,w port communieating with the atmosphere.

JOHN v. noDERfIcK. 

